Sunday, August 26, 2012

Schleicher ASW-19 glider, N438AS: Accident occurred August 25, 2012 in Dansville, New York

NTSB Identification: ERA12LA528
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 25, 2012 in Dansville, NY
Probable Cause Approval Date: 09/30/2014
Aircraft: SCHLEICHER ASW-19, registration: N438AS
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

During the evening before the accident, the glider was assembled, and the pilot flew it for about 30 minutes uneventfully. On the day of the accident, after flying locally for about 3 hours, the glider was about 1 mile from the departure airport when witnesses reported that the glider started rolling back and forth into 90-degree banks. After three or four rolls, the glider descended nose-down to the ground and impacted a field in a flat attitude. Examination of the wreckage did not reveal any preimpact mechanical malfunctions that would have precluded normal operation. About 3 years before the accident, the pilot underwent a procedure to repair an aneurysm of the ascending aorta combined with placement of a single vessel coronary artery bypass graft. He subsequently received a medical certificate and reported the surgery and that he was taking metoprolol (a beta blocker used to treat hypertension and prevent heart attacks), simvastatin (a cholesterol lowering drug), and lisinopril (a blood pressure medicine). Although the pilot’s medical certificate had expired about 1 month before the accident, he was not required to possess a current medical certificate as a glider pilot. Before the accident flight, the pilot remarked to a friend that he was not feeling well. The friend added that the day was very hot and that the pilot did not drink water before the flight or bring any water with him. Autopsy results indicated that there was no evidence to suggest any direct effect of the pilot’s cardiovascular disease (heart attack) in his ability to control the glider. Toxicological testing revealed levels of diphenhydramine in the pilot’s blood that were well above therapeutic levels. Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid. It is probable that the cognitive and psychomotor impairment caused by diphenhydramine contributed to the pilot’s loss of control in this accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain glider control while maneuvering. Contributing to the accident was the pilot’s impairment due to an over-the-counter sedating antihistamine.

HISTORY OF FLIGHT

On August 25, 2012, about 1530 eastern daylight time, a Schleicher ASW-19 glider, N438AS, sustained substantial damage when it collided with terrain in Dansville, New York. The commercial pilot received fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from the Dansville Municipal Airport (DSV), Dansville, New York, about 1230. 

The pilot owned the glider and based it at DSV. He was also a member of Finger Lakes Soaring (FLS), which was based at DSV. Two witnesses observed the accident. The first witness was working at a facility near the airport. He reported that he was watching the glider perform large circles. The glider then started rolling, "back and forth from one wing to another." After three or four rolls, the glider descended nose-down to the ground in a 90-degree bank attitude. The second witness was another member of FLS and was at the airport. He stated that he was standing near the front entrance of the clubhouse when he observed the glider about 1 mile north of the airport. The glider was in a 90-degree bank and flying west at a slow speed, about 30 knots. The glider then turned north and the bank seemed to decrease, but the glider descended into terrain. 

PILOT INFORMATION

The pilot, age 66, held a commercial pilot certificate with ratings for airplane single-engine land and glider. He also held a flight instructor certificate, with a rating for glider. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on July 14, 2011. At that time, he reported a total flight experience of 1,600 hours. The pilot's logbook was not recovered. 

AIRCRAFT INFORMATION

The single-seat, fiberglass and metal glider, serial number 19230, was manufactured in 1978. It's most recent annual inspection was completed on August 18, 2012. At that time, the glider had accumulated 1,159.2 total flight hours. 

Another FLS member added that the glider had not flown for about 5 years prior to the accident. The pilot had the glider resurfaced and returned to service, which was completed about 5 days prior to the accident. The evening prior to the accident, the glider was assembled and flown by the pilot for about 30 minutes uneventfully. 

METEOROLOGICAL INFORMATION

The recorded weather at DSV, at 1554, was: wind from 210 degrees at 7 knots; visibility 10 miles; sky clear; temperature 31 degrees C; dew point 14 degrees C; altimeter 30.18 inches Hg. 

WRECKAGE INFORMATION

The glider impacted a field about 1 mile northwest of DSV. Examination of the wreckage by an FAA inspector revealed that the landing gear was in the down and locked position. The right wing had separated from the spoiler box outward, and the left wing exhibited impact damage on its underside and at the wing tip. The forward section was compromised and crushed back into the cockpit area. The canopy assembly was opened, but remained attached to the fuselage with the Plexiglas broken and shattered throughout the debris field. The tailboom was partially separated and bent toward the right of the glider. Flight control continuity was established during the examination. 

After the wreckage was recovered from the field, the static balance of the flight controls was tested at a repair facility. The testing revealed that the elevator (7.3 in./lbs. with an allowable range of 5.21 to 8.81 in./lbs.) and ailerons (8.8 in./lbs. with an allowable range of 7.59 to 9.33 in./lbs.) were within limits. The rudder (12.1 in.\lbs. with an allowable range of 7.81 to 10.41 in./lbs.) was out of balance; however, the preimpact weight and balance of the flight controls could not be determined and there was no evidence that the rudder imbalance resulted in a loss of roll control. 

A ClearNav MN-1365 flight display was recovered from the wreckage and forwarded to the NTSB Vehicle Recorder Laboratory, Washington, D.C. Data were successfully downloaded from the unit, but the data were from three previous events. The first two events were recorded on June 19 and July 28, 2012. They were recorded on the ground and consistent with unit installation or maintenance and not a flight. The third event recorded was recorded on August 24, 2012, which was the uneventful flight that was completed during the evening prior to the accident. The accident flight was not recorded. 

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Monroe County Medical Examiner's Office, Rochester, New York. Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicological report revealed:

"Diphenhydramine detected in Liver
0.488 (ug/ml, ug/g) Diphenhydramine detected in Blood (Cavity)
Metoprolol detected in Liver
Metoprolol detected in Blood (Cavity)"

Diphenhydramine is a sedating antihistamine used to treat allergy symptoms and as a sleep aid. It is available over the counter under the trade names Benadryl and Unisom. Compared to other antihistamines, diphenhydramine causes marked sedation; it is also classed as a depressant and this is the rationale for its use as a sleep aid. Altered mood and impaired cognitive and psychomotor performance may also be observed. In fact, in a driving simulator study, a single dose of diphenhydramine impaired driving ability more than a blood alcohol concentration of 0.100 percent.

Review of the pilot's FAA medical records revealed that in 2009, he underwent a procedure to repair an aneurysm of the ascending aorta combined with placement of a single vessel coronary artery bypass graft. In 2011 he applied for a medical certificate and reported the surgery and that he was taking metoprolol (a beta blocker used to treat hypertension and prevent heart attacks), simvastatin (a cholesterol lowering drug), and lisinopril (a blood pressure medicine). After providing additional information, he was awarded a third-class special issuance medical certificate "not valid for any class after 7/31/2012."

At the time of the accident, his medical was no longer valid, but he was flying a glider which only required him to "self-certify" his medical condition. According to the autopsy report, the cause of death was multiple blunt force injuries. Natural disease of the heart was also noted including atherosclerotic heart disease and hypertensive heart disease with dilation and enlargement of the heart. The previous coronary artery bypass graft and aortic repair were described by the pathologist. 

The pilot's friend and fellow club member reported that the pilot stated he was not feeling well on the day of the accident. The friend added that the day was hot and although the pilot drank coffee prior to the flight, he did not drink water or bring any water with him on the flight.


 NTSB Identification: ERA12LA528
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 25, 2012 in Dansville, NY
Aircraft: SCHLEICHER ASW-19, registration: N438AS
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 25, 2012, about 1530 eastern daylight time, a Schleicher ASW-19 glider, N438AS, sustained substantial damage when it collided with the ground in Danville, New York. The commercial pilot received fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91, personal flight. The flight originated from the Danville Municipal Airport (DSV) Danville, New York, about 1230.

Witnesses at the departure airport observed the glider depart and it was seen again upon its return to the airport. It was observed about one mile from the approach end of runway 14 in a right 90-degree bank heading west just above the treetops. The glider leveled out on the approach end of the runway. Moments later, the glider rolled toward the north away from the airport as it was lost from sight behind trees. One witness observed the glider flying slow and its wings were “tipping back and forth” before it descended toward the ground, impacting nose first, followed by the right wing, and came to rest flat on its belly in the open field.

A wreckage examination by the responding Federal Aviation Administration inspector revealed that the landing gear was in the down and locked position, the right wing separated from the spoiler box outward, the left wing had impact damaged underneath and at the wing tip. The forward section was ripped open and crushed back into the cockpit area. The canopy assembly was opened but remained attached to the fuselage with the Plexiglas broken and shattered throughout the debris field. The tail boom was partially separated and bent toward the right of the glider. Flight controls continuity was established during the examination.

The wreckage was retained for further examination.


 
IDENTIFICATION
  Regis#: 438AS        Make/Model: ASW1      Description: SCHLEICHER ASW-19 GLIDER
  Date: 08/25/2012     Time: 1930

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: DANSVILLE   State: NY   Country: US

DESCRIPTION
  AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, THE 1 PERSON ON BOARD WAS 
  FATALLY INJURED, NEAR DANSVILLE, NY

INJURY DATA      Total Fatal:   1
                 # Crew:   1     Fat:   1     Ser:   0     Min:   0     Unk:    
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Unknown      Operation: OTHER


  FAA FSDO: ROCHESTER, NY  (EA23)                 Entry date: 08/27/2012 

 http://registry.faa.gov/aircraftinquiry/NNum_Results.aspx?NNumbertxt=438AS

 
James Rizzo

Dansville, N.Y. - The investigation continues into what caused 66-year-old James Rizzo, a well known local attorney with decades of flying experience, to crash Saturday. 

 “He was really looking forward to flying yesterday afternoon,” said Rick Lafford, a Board Member and instructor at Finger Lakes Soaring Club.

Rizzo, who began soaring as a teenager, loved to fly glider planes.

“He had a zest for flight,” said Lafford. “He was just so happy to share it with anybody and everybody.  I mean that kind of enthusiasm is hard to reproduce.”

But around 3:30 Saturday afternoon, something went terribly wrong.  Rizzo was killed when he crashed his glider in the area of Zerfass and Meter Roads, in Dansville.

Friends say Rizzo’s death is a terrible loss to the soaring community – a community that's now looking for answers.

“They're all viewing this as a deep tragedy, just shocked by the whole thing, that somebody with his experience level could have this kind of thing happen to him,” Lafford said.

Read more:   http://www.13wham.com

 A 66-year-old Rochester attorney died Saturday afternoon after the glider he was piloting crashed in Dansville, Livingston County.

According to the Livingston County Sheriff’s Office, emergency crews responded about 3:30 p.m. to a call for a glider accident in a field near the Dansville Airport. They found James J. Rizzo, who had suffered serious injuries, and his damaged glider.

Rizzo is a longtime Rochester lawyer, who practiced both civil and criminal law.
Read more here:  http://www.democratandchronicle.com

Cessna 172S Skyhawk SP, C-FNET: Fatal accident occurred August 24, 2012 in Moorefield, Canada

NTSB Identification: CEN12WA575 
14 CFR Non-U.S., Non-Commercial
Accident occurred Friday, August 24, 2012 in Moorefield, Canada
Aircraft: CESSNA 172, registration: C-FNET
Injuries: 4 Fatal.


On August 24, 2012, about 2030 eastern daylight time, a Cessna 172S, Canadian registration C-FNET, was substantially damaged on impact with terrain near Moorefield, Ontario, Canada. The pilot and three passengers sustained fatal injuries. Visual meteorological conditions existed in the vicinity of the accident site. The local personal flight originated from the Kitchener/Waterloo Airport.

The investigation of this accident is under the jurisdiction and control of the Transportation Safety Board of Canada. This report is for informational purposes only and contains only information released by or obtained from the Government of Canada. Further information pertaining to this incident can be obtained from:

Transportation Safety Board of Canada
Place du Centre
200 Promenade du Portage, 4th Floor
Gatineau, Québec, Canada
J8X 4B7


The 20-year-old pilot of a fatal plane crash that killed everyone on board was a licensed pilot who had dreams of fighting forest fires.

Toronto-resident Marko Misic was piloting the Cessna 172 on Friday when it crashed near Moorefield, Ont., about 150 kilometres northwest of Toronto.

Provincial police identified Misic and the three other young victims of the crash on Sunday. All were from the Greater Toronto area and all were Bombardier interns.

Passengers Mohammed Shahnawaz Zia, 23, Wasay Rizwan, 27 and Victoria Margaret Luk, 19, all died after the small plane crashed in a cornfield.

Tony Misic told CTV Toronto that his brother always loved airplanes.

“Anything with airplanes he would do. He would study. At 13 he was telling me what plane was flying up in the sky,” Tony Misic said.

“All the models… he knew everything.”

Tony said his whole family is still struggling to accept the young boy’s death.

“He's like half me. I can't really imagine living without him right now. It's going to hit me in a while I already know that,” he said.

Marko joined the air cadets at the age of 12 and by 16 had received his first flying licence. By the age of 19, he got his commercial licence.

The young pilot had even won an award from WestJet for his flight training.

Flights to Miami and Havana cancelled

By Kevin Watler
Sunday, 26 August 2012 9:32 am
Updated Sunday, 26 August 2012 3:09 pm 

Cayman Airways and American Airlines have cancelled their flights to Miami International Airport due to Tropical Storm Isaac.

CAYMAN AIRWAYS
All flights are presently expected to operate according to the published schedule with the following exceptions:

Sunday 26 August 2012
Cancelled Flights:
  • KX 834 to Grand Cayman from Havana
  • KX 835 to Havana from Grand Cayman
  • KX 102 from Cayman Brac to Grand Cayman then to Miami
  • KX 113 from Miami to Grand Cayman
  • KX 104 from Grand Cayman to Miami
  • KX 105 from Miami to Grand Cayman then to Cayman Brac
  • KX 106 from Grand Cayman to Miami
  • KX 107 from Miami to Grand Cayman
Monday 27 August 2012
Rescheduled Flights:
• KX 104 from Grand Cayman to Miami will now depart at 5:50PM arriving at 8:10PM
• KX109 from Miami to Grand Cayman will now depart at 9:15PM arriving at 9:35PM
Additional Flights:
  • KX3104 to depart Grand Cayman at 4:30PM and arrive Miami at 6:50PM
  • KX3106 to depart Grand Cayman at 6:00PM and arrive Miami at 8:20PM
  • KX3105 to depart Miami at 8:10PM and arrive Grand Cayman at 8:30PM
  • KX3107 to depart Miami at 9:40PM and arrive Grand Cayman at 10:00PM
  • KX 2832 to depart Grand Cayman at 1:20PM and arrive at 3:20PM in Havana to accommodate passengers whose flights were cancelled on Sunday
  • KX 2833 to depart Havana at 4:20PM and arriving in Grand Cayman at 4:20PM Havana to accommodate passengers whose flights were cancelled on Sunday
Havana to accommodate passengers whose flights were cancelled on Sunday.

Change fees/penalties are being waived for those passengers travelling on Cayman Airways to or from Cuba or Jamaica between August 24, 2012 through August 26 2012. Change fees/penalties are being waived for those passengers travelling on Cayman Airways to or from Tampa or Miami between August 25, 2012 through August 27, 2012.

Passengers are able to re-book their flights between August 24th to the August 31st 2012. Tickets reissued after September 1, 2012 will not be subject to change fees but will require fare difference if applicable and must occur within the validity of the ticket. Please note however, that only one waiver will apply per ticket.

Passengers are advised to contact their travel agent or Cayman Airways Ticket Office for alternate travel arrangements.

Passengers are asked to ensure that all travel documents are in order, which include: visas, re-entry stamps and all other immigration requirements.

Due to the uncertainty of the weather situation surrounding Tropical Storm Isaac, for the latest and most accurate flight information passengers are advised to check the Cayman Airways website at www.caymanairways.com or call the Cayman Airways Reservations Department on 345-949-2311 (within the Caribbean) or 1-800-4-Cayman (1-800-422-9626) within the United States for more information.

AMERICAN AIRLINES

Cayman 27 was unable to get information from a representative, but according to their website all flights to and from Miami were cancelled Sunday.

Original Source:  http://www.cayman27.com

Mooney M20C, N557M: Accident occurred August 26, 2012 in East Hampton, New York

http://registry.faa.gov/N557M

http://flightaware.com/live/flight/N557M

http://www.airplane-pictures.net/photo

NTSB Identification: ERA12LA532 
 14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in East Hampton, NY
Probable Cause Approval Date: 08/13/2013
Aircraft: MOONEY M20C, registration: N557M
Injuries: 2 Serious.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The pilot reported that after takeoff, he retracted the landing gear and flaps and that the engine rpm decreased from 2,750 rpm to 2,400 rpm. He verified that the carburetor heat was off and that the throttle, propeller, and mixture controls were full forward. He declared an emergency with the control tower controller and turned left in an attempt to land on a closed runway. During the turn, "the engine became quiet," and the airplane collided with trees.

Postaccident examination of the airplane and engine showed no evidence of precrash mechanical failure or malfunction. Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power; however, the airplane was operating at a higher power setting. The reason for the loss of engine power could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of engine power for reasons that could not be determined because postaccident examination of the engine did not reveal any failures or malfunctions that would have precluded normal operation.


On August 26, 2012, at 1736 eastern daylight time, a Mooney M20C, N557M, registered to a private owner, experienced a total loss of engine power on initial takeoff climb from East Hampton Airport (HTO), East Hampton, New York. During the pilot’s attempt to return to the airport he collided with trees. The airplane sustained substantial damage due to impact and postcrash fire. The private pilot and one passenger received serious injuries. The flight was operating as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed.

According to the pilot, after an uneventful preflight inspection, he completed a successful engine start and proceeded to taxi to the departure runway. After completing his engine runup, he departed runway 10. Once airborne the pilot retracted the landing gear and flaps and the engine rpm decreased from 2,750 rpm to 2,400 rpm. The pilot verified the carburetor heat was off, and the throttle, propeller, and mixture controls were full forward. He declared an emergency with East Hampton Control Tower and turned left in an attempt to return to a closed runway. During the turn "the engine became quiet" and the airplane collided with trees.

Examination of the wreckage by a Federal Aviation Administration (FAA) Inspector revealed postcrash fire damage to both wing spars, the right and left horizontal stabilizers, and right and left elevators. The cabin area had been entirely consumed by the postcrash fire. Both wing spars were attached to the fuselage; however, the wing assemblies were located on top of a grassy noel. Continuity of the flight controls was confirmed at the accident scene. The position of the nose landing gear could not be confirmed as it had been obstructed by the engine and cockpit debris. The main landing gear were in the retracted position. The tail section of the airplane was separated from the fuselage. Both horizontal stabilizers and elevators remained attached and were fire damaged. The rudder assembly remained attached to the horizontal stabilizer.

Examination of the engine by an FAA Inspector and a representative of Lycoming Engines confirmed continuity of the crankshaft to the rear gears and to the valve train. Compression was observed at all four cylinders as the crankshaft was rotated. The interiors of the cylinders were examined with a lighted borescope and no anomalies were noted. The propeller blade marked “A” was bent aft about 5 degrees. The propeller blade marked “B” exhibited scuffed paint near the propeller tip and was free to rotate in the hub. The blade marked “C” was bent aft about 100 degrees, about 18 inches outboard of the hub. The blade tip was bent forward and about 1.5 inches of the tip was broken off and not observed. The carburetor was partially disassembled for examination and the float bowl displayed signs of fire distortion. The carburetor floats were destroyed by fire and the bowl parting surface gasket was partially burned. No fuel was observed in the carburetor. The engine fuel system hoses were fire damaged. The carburetor fuel inlet screen was fire damaged and no debris was observed within the screen. The magnetos, which were fire damaged, remained attached to the engine and could not be operated. The engine driven fuel pump also remained attached to the engine and was partially consumed in the fire. A review of the oil system revealed that the oil filter media was charred but no debris was noted between the folds of the media. The oil cooler was partially separated from the engine and was fire damaged. Oil was observed in the engine.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a single engine land rating. The pilot’s most recent FAA third-class medical certificate was issued on June 30, 2012. The pilot reported 1,200 total hours of flight experience with over 330 hours in the M20C.

The single-engine airplane, was powered by a Lycoming O-360-A1D, serial number L-8683-36A, 180-horsepower engine. An annual inspection was completed on March 1, 2012 at 3,984 total aircraft hours. Total time since field overhaul was 622 hours.

At 1735, the weather observation at HTO, included wind from 160 degrees at 10 knots, 10 miles visibility, and scattered clouds at 1,500 feet. The temperature was 23 degrees C, the dew point was 17 degrees C, and the altimeter setting was 30.29 inches of mercury.

Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power.


 NTSB Identification: ERA12LA532 
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in East Hampton, NY
Aircraft: MOONEY M20C, registration: N557M
Injuries: 2 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 26, 2012, at 1715 eastern daylight time, a Mooney M20C, N557M, registered to a private owner, experienced a total loss of engine power on initial takeoff climb from East Hampton Airport (HTO) East Hampton, New York. The pilot attempted to return to the airport and the airplane collided with trees. The airplane sustained substantial damage due to impact and a postcrash fire. The private pilot and one passenger received serious injuries. The flight was operating as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight departed HTO at 1714.

The pilot stated he conducted a preflight inspection and no anomalies were noted. He completed an engine start, taxi, and engine run up. No anomalies were noted. He departed from runway 10. The airplane became airborne and he retracted the landing gear and flaps. The engine rpm decreased from 2,750 rpm to 2,400 rpm. He verified the carburetor heat was off, and the throttle, propeller, and mixture controls were full forward. He declared an emergency with East Hampton Control Tower and turned left in an attempt to return to a closed runway. During the turn "the engine became quiet" and the airplane collided with trees.

The airplane has been recovered pending further examination.


IDENTIFICATION
  Regis#: 557M        Make/Model: MO20      Description: M20, M20A/B/C/D/E/F/G/J/L/R/S, M20K/M (T
  Date: 08/26/2012     Time: 2136

  Event Type: Accident   Highest Injury: Serious     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: EAST HAMPTON   State: NY   Country: US

DESCRIPTION
  AIRCRAFT CRASHED INTO A WOODED AREA SHORTLY AFTER DEPARTURE, NEAR EAST 
  HAMPTON, NY

INJURY DATA      Total Fatal:   0
                 # Crew:   2     Fat:   0     Ser:   2     Min:   0     Unk:    
                 # Pass:   0     Fat:   0     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Unknown      Operation: OTHER


  FAA FSDO: FARMINGDALE, NY  (EA11)               Entry date: 08/27/2012 



Photo credit: John Roca | East Hampton Town Police secure the scene on Daniel's Hole Road after a small plane crashed shortly after taking off from East Hampton airport injuring a pilot and his passenger. (Aug. 26, 2012)

  • Light aircraft developed engine trouble shortly after taking off from East Hampton Airport in Long Island
  • Eyewitness said: 'He did something special. It was unbelievable'
  • Both pilot and female passenger escaped with only minor injuries
A barefoot have-a-go-hero leapt over a deer fence and sprinted through woods to pull a woman from the wreckage of a crashed plane moments before it exploded.

Craig Schum, 33, from Brooklyn, jumped out of his Jeep after seeing the light aircraft come down after taking off from East Hampton Airport in Long Island.

Mr Schum, who has been working at a bakery in Wainscott, Long Island, saw the pilot staggering around close to the wreckage but then noticed a woman was still inside.



Accident investigators are expected to return Monday morning to the scene of a single-engine plane crash in East Hampton that left the pilot and a passenger injured, officials said.  

The private plane, a low-wing Mooney, crashed in a wooded area near Daniels Hole Road and burst into flames moments after taking off from East Hampton Town Airport Sunday, East Hampton Town police said.

Read more:   http://abclocal.go.com

The pilot of the craft and his passenger escaped and are being transported to Stony Brook University Hospital.   


A small plane crashed and caught fire shortly after taking off at the East Hampton Airport on Sunday evening.

Airport Manager Jim Brundige said two people were on board, but there were no fatalities. Both were being flown to Stony Brook University Hospital.

Supervisor Bill Wilkinson was on the scene.

“All we know is that a light aircraft took off, declared emergency right after take off and crashed within the airport boundary,” said Mr. Brundige.

Details are still sketchy and will be reported when they become available.

http://www.27east.com

A two-seater plane crashed at East Hampton Airport at roughly 5:30 p.m. this evening with two occupants being airlifted to a local hospital with burns, sources told The Post.

The small plane burst into flames after ending up in the woods near the small, but busy, facility as local emergency crews rushed to the scene to douse the flames and to transport the injured.

The unidentified victims were departing from the airport at the time of the crash, sources said.

The facility has been temporarily closed during the busy Sunday evening rush of planes and helicopters departing the East End.

Storms surround D.C. area: Currently, ground delays are in effect for arriving flights at Reagan National Airport, Dulles International Airport and BWI Airport



The weekend is getting a wet end thanks to a band of storms in the D.C. metro area. 

Sunday afternoon, a tornado warning was issued briefly for southern Charles County in Maryland. The National Weather Service said a strong storm capable of producing a tornado was located near Swan Point.

A waterspout near Cobb Island in Maryland was captured on camera by several people. Another was captured by viewer Linda Weaver near White Point in Colonial Beach, Virginia.

Read more here:    http://www.wjla.com

Cessna 172S Skyhawk SP, Waterloo-Wellington Flight Centre, C-FNET: Accident occurred August 24, 2012 in Moorefield, Canada

NTSB Identification: CEN12WA575
14 CFR Non-U.S., Non-Commercial
Accident occurred Friday, August 24, 2012 in Moorefield, Canada
Aircraft: CESSNA 172, registration: C-FNET
Injuries: 4 Fatal.

On August 24, 2012, about 2030 eastern daylight time, a Cessna 172S, Canadian registration C-FNET, was substantially damaged on impact with terrain near Moorefield, Ontario, Canada. The pilot and three passengers sustained fatal injuries. Visual meteorological conditions existed in the vicinity of the accident site. The local personal flight originated from the Kitchener/Waterloo Airport.

The investigation of this accident is under the jurisdiction and control of the Transportation Safety Board of Canada. This report is for informational purposes only and contains only information released by or obtained from the Government of Canada. Further information pertaining to this incident can be obtained from:

Transportation Safety Board of Canada
Place du Centre
200 Promenade du Portage, 4th Floor
Gatineau, Québec, Canada
J8X 4B7



 
Marko Misic, 20, was the pilot of the plane that crashed in Ontario's Mapleton Township on August 24, 2012. 


Three men from Toronto and a Mississauga woman were killed when their plane crashed in a cornfield in southwestern Ontario, police said Sunday.

The Ontario Provincial Police have identified the victims of the tragedy in Mapleton Township as the following:
  • Marko Misic, 20, of Toronto
  • Mohammed Shahnawaz Zia, 23, of Toronto
  • Wasay Rizwan, 27, of Toronto
  • Victoria Margaret Luk, 19, of Mississauga
The OPP said Misic was the pilot. All four victims were transported to a Hamilton hospital for post-mortem examinations.

Read more here:  http://www.cbc.ca/news

MAPLETON, Ont. - Four young people who died in a plane crash Friday in southwestern Ontario have been identified. 

 Ontario Provincial Police say the plane's pilot was Marko Misic, 20, of Toronto and the three passengers were Mohammed Shahnawaz Zia, 23, of Toronto, Wasay Rizwan, 27 of Toronto and Victoria Margaret Luk, 19, of Mississauga, Ont.
  
All four victims were pronounced dead at the scene.
  
The single-engine Cessna 172 had departed from the Waterloo Regional Airport at 6:10 p.m. Friday.
  
Police say it was supposed to fly to Toronto, then Niagara Falls, Ont., then back to Toronto.
  
But at some point during the flight, investigators say the four-seater plane encountered ``unknown difficulties'' and crashed into a cornfield in Mapleton, Ont.
  
The plane had been rented from the Waterloo-Wellington Flight Centre.
  
Witnesses say they spotted the plane weaving back and forth in the sky Friday evening about 50 kilometres northwest of Kitchener.
  
At first they thought it might be putting on a show, but seconds later it disappeared and Llori Nicholls, who was out with her husband walking their dog, says she heard it nose-dive into the ground.
  
The investigation is still ongoing but police say they don't believe weather was a factor because the skies were clear.


http://www.680news.com

Whidbey, Washington: Residents say Navy jets damaged trees

Some people complain about the "sound of freedom" that Navy jets make during practice flights near the air station here. Windows rattle, kids shove fingers in their ears and some people can't get to sleep.

Most live with it.

Anabelle and Lee Mitchell, however, have had enough. For them it goes beyond the nuisance of noise. They say it's costing them their livelihood.

In May, the couple harvested two acres of their 25-acre tree farm because of wind damage to the tops of 75-year-old Douglas fir trees. The Mitchells say the damage was caused by low-flying Navy Growler jets from Whidbey's electronic attack squadrons during touch-and-go practices.
A forest expert says the Mitchell's claim is credible.

Navy officials disagree that the jets are harming any trees.

"We are not tree experts, but our flight patterns are well established and there are numerous trees beneath those flight patterns that show no signs of damage," said Kimberly Martin, the public affairs officer at Whidbey Naval Air Station. "And that's not only in the area where the Mitchells live, but under the rest of the flight patterns, including the glide slope on approach to the runway."

Read more here:   http://www.thenewstribune.com


Read more here: http://www.thenewstribune.com/2012/08/26/2268938/whidbey-residents-say-navy-jets.html#storylink=cpy

Engine trouble caused small plane crash near Spearfish

No one was hurt in a small plane crash near the Spearfish airport Saturday.

Lawrence County Sheriff's deputies were called to a field outside of Lantis Enterprises at 11:55 a.m. to find the 1946 Cessna on its top.

Chief Deputy Joe Harmon says the pilot, Bruce Bowen of Sturgis, developed engine trouble and was forced to land in this field across from the airport. While Bowen was able to land okay, the plane tripped a barbed wire fence, causing it to flip.

The Federal Aviation Administration is investigating.

Eberle Fokker DR-1, Triplane, N152RB: Accident occurred August 26, 2012 in Parker, Colorado

http://registry.faa.gov/N152RB

NTSB Identification: CEN12FA572  
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Parker, CO
Probable Cause Approval Date: 06/12/2013
Aircraft: EBERLE JOHN S FOKKER DR-1 TRIPLANE, registration: N152RB
Injuries: 1 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The pilot departed the airport, made a left turn to the east, and climbed to an altitude of 6,700 feet mean sea level (msl) at a groundspeed of about 93 knots. About 5 minutes after departing the airport, the airplane initiated a left descending turn and disappeared off radar. Two witnesses who lived near the accident site heard the airplane approach. One witness said the engine sounded normal. As they went outside to see the airplane, the witnesses saw the airplane go over their house at a low altitude, and one witness went to the back of the house to continue to watch the airplane. After he got to the back of his house, the witness saw the airplane in a tight left descending spiral in about a 45-degree nose-down pitch angle.

A postaccident examination of the airplane did not reveal any preimpact anomalies that would have precluded normal operations. A review of weather conditions at the time of the accident revealed that the density altitude was about 8,250 feet. The elevation at the accident site was 6,170 feet msl. The high density altitude would have reduced the airplane’s climb performance by about 67 percent, which could explain the airplane’s reduced climb performance. When the pilot was interviewed 7 months after the accident occurred, he said he could not recall anything that occurred on the day of the accident. However, it is likely that the airplane stalled as a result of reduced airspeed and climb performance while operating at a high density altitude.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's loss of control of the airplane due to the airplane’s reduced climb performance during high density altitude operations.

HISTORY OF FLIGHT

On August 26, 2012, about 0946 Mountain Daylight Time, a Eberle Fokker DR.1, tri-plane, Experimental Amateur-Built airplane, N152RB, owned by a private individual and operated by an Airline Transport Pilot, was substantially damaged when it departed controlled flight and impacted terrain two miles northeast of Parker, Colorado. The pilot, the sole person on board the airplane was seriously injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight being operated under the provisions of 14 Code of Federal Regulation Part 91. The cross-country flight originated at Centennial Airport (APA), Englewood, Colorado, about 0941 MDT, and was en route to the Platt Valley Airpark, Fort Lupton, Colorado.

Centennial Airport Air Traffic Control Tower recordings indicated that at 0937:49, the pilot requested and received taxi clearance to runway 17L. At 0940:14, the pilot received clearance for takeoff on runway 17L and an eastbound departure.

At 0942:41, Federal Aviation Administration, Denver Terminal Air Traffic Control Center radar showed the airplane’s 1200 transponder code track parallel to and slightly east of APA runway 17L at 6,200 feet msl. The field elevation at APA was 5,885 feet msl. The airplane made a left turn to an approximate heading of 095 degrees and proceeded on an easterly heading at a groundspeed of about 93 knots. The radar data showed the airplane make a gradual climb to 6,700 feet. At 0946:10, the radar track and altitude showed the airplane initiate a descending left turn. At 0946:18, the radar track stopped over the location where the airplane impacted the ground. The airplane was at 6,400 feet when the radar track stopped. At 0946:31, the target disappeared from radar. The terrain elevation at the accident site was 6,170 feet msl.

A witness who lived in a house at the end of a cul-de-sac near the accident site, heard the airplane heading toward their house. He said that he and his wife went outside to see the airplane just as it was going over. The airplane was traveling west to east and was “probably a couple of hundred feet up”. He said the airplane was yawing to the left as it went over. The witness lost sight of the airplane and went around the house to see the airplane. As he got around the garage, he saw the airplane in a left spiral; about 45 degrees nose down, descending toward the ground. The witness said he lost sight of the airplane when he turned to tell his wife to call 9-1-1. The witness then grabbed a fire extinguisher and went to the accident scene. He said that when the fire and rescue persons arrived, he observed a fire fighter move the airplane’s throttle back to idle and turn off all of the switches in what was left of the airplane’s cockpit.

The wife said that she was in the house when her and husband heard the airplane approach from the west. She said it sounded like it was low to the ground. They went outside to see it. She could hear the airplane’s engine. It sounded normal. She said that when she saw the airplane go over her house, it appeared as if it were being pushed to the south. When she went back inside the house to call 9-1-1, she said she could see the airplane on the ground in the distance.

The pilot was interviewed on March 4, 2013, following seven months of healing and physical therapy. The pilot could not recall any of the events of that day and said that the first thing he did remember after the accident was waking up in the hospital.

AIRCRAFT INFORMATION

The airplane was a full-scale replica of a World War I, German Fokker DR.1 tri-plane. It was painted red and affixed with insignia so as to resemble the airplane flown and made famous by the German ace fighter pilot, Baron Manfred Von Richtofen, also known in history as the Red Baron. The owner normally had the airplane on static display with other World War I replica airplanes at the Vintage Aero Flying Museum on the Platt Valley Airpark. The single-seat, three wing airplane, serial number 20936, was manufactured in 1978 and had an airworthiness certificate classifying it in the experimental amateur-built category.

The airplane was powered by one Lycoming IO-360-B4D fuel-injected engine rated at 180 horsepower at 2,800 rpm.

The airplane's tachometer read 638.38 hours at the accident site. A maintenance status board in a hanger at the Platt Valley Airport showed the airplane was due its next condition inspection on October 1, 2012. The status board also showed its next oil change was due at 650 hours.

PILOT INFORMATION

The pilot, age 60, held an Airline Transport Pilot certificate with single-engine land, multi-engine land, single-engine sea, and instrument ratings. According to the pilot's FAA medical records, on January 25, 2012, he reported having 19,650 total flying hours, and reported having flown 75 hours in the six months prior to the examination. According to the airplane’s owner, the pilot had about 150 total hours in the accident airplane.

The pilot held a second class medical certificate dated January 25, 2012. The certificate showed a restriction, [the] Holder shall possess glasses with correcting lenses for near vision while exercising the privileges of his airman certificate.

The pilot was given an NTSB Form 6120.1 Pilot/Operator Aircraft Accident/Incident Report to complete. However, it was not returned, and not pursued because of the distress the pilot showed when interviewed about the accident.

METEOROLOGICAL CONDITIONS

At 0954, the Routine Aviation Weather Report for APA, about 5 miles west of the accident site, was wind 250 degrees at 7 knots, clear skies, 10 miles visibility, temperature 77 degrees Fahrenheit (F), dew point 44 degrees F, and altimeter 30.21 inches of Mercury.

WRECKAGE AND IMPACT INFORMATION

The National Transportation Safety Board on scene investigation began at 1200 MDT. The accident site was located at the top of a knoll in a rolling cow pasture approximately 1,500 feet east of a cul-de-sac in a rural residential area about two miles northeast of the downtown area of Parker.

The accident scene consisted of the airplane main wreckage to include the engine, propeller, cockpit, fuselage, top, middle, and bottom wings, main landing gear, empennage, and tail wheel.

The airplane rested upright and was oriented on a 135-degree heading. A three foot long, eight inch wide and 10 inch deep impact crater was located beneath the airplane's engine and propeller. Broken pieces of the airplane's forward fuselage, and the three faux redial engine cylinders were located in and around the crater. About 30 inches aft of the impact crater was an I-shaped impression in the ground which was consistent with the leading edge of the main landing gear foil and axle, and the two main gear tires.

The airplane's ring cowling was broken circumferentially at the attachment screws. It was located about three feet in front of the airplane and impact crater. The front of the cowling was split around the opening for the engine crankshaft. The top front of the cowling was crushed and chipped.

The airplane's two blade propeller showed one blade undamaged and the other blade bent aft about 45 degrees at the hub and bent forward about 30 degrees 18 inches from the blade tip. The bent blade showed leading edge polishing along the blade span.

The airplane's engine was bent downward and pushed aft. The firewall was bent aft and upward. The fuel tank was crushed upward and broken. It was punctured at the bottom. The smell of fuel was prevalent in and around the fuel tank and beneath the airplane.

The cowling and forward fuselage around the engine was broken down and fragmented. The cockpit floor was crushed upward. The seat, lapbelt and shoulder harnesses were intact. The cockpit walls were bent and broken outward and down. The instrument panel was broken forward and fragmented. The windshield with the faux machine guns was broken aft.

The top wing was broken at mid-span. The left top wing was broken down and aft. The left aileron was intact. The push-pull tube running from the mixer was broken at the fuselage just forward of the cockpit. The right aileron was also intact and its push-pull tube was also broken at the fuselage forward of the cockpit. Flight control continuity to both ailerons was confirmed. The left middle wing was broken downward at the wing root. The outboard strut was broken outward and aft. The left bottom wing was broken upward at the wing root. The outboard three feet of the left bottom wing was broken upward. The outboard wing strut between the bottom and middle wing was broken aft.

The right middle wing was broken downward. The outboard strut was broken downward and aft. The right bottom wing was intact. The outboard strut between it and the middle wing was broken down and aft.

The main landing gear struts we're bent aft and crushed upward. The airfoil covering the wheels' axle was crushed upward and aft. Both main wheel rims, spokes, and caps we're bent aft. The tires remained intact.

The fuselage aft of the cockpit was broken down and twisted 10 degrees counter clockwise. The empennage and tail wheel showed no damage. Control continuity from the control stick to the elevator and the rudder pedals to the rudder was confirmed.

The airplane wreckage was retained for further examination.

TESTS AND RESEARCH

The airplane was examined at Fort Lupton, Colorado on September 4, 2012. The fuel selector was positioned on. The fuel boost pump was removed and powered up and worked normally. The engine driven fuel pump was removed, examined and worked normally. Fuel was found in the fuel line to the pump. The fuel screen was removed and examined. It was wet with fuel and clean. The throttle body was removed and examined. Continuity from the throttle and mixture controls was confirmed. Fuel was present in the throttle body and the lines into the unit. The magnetos were removed and examined. Both magnetos showed spark at all of the leads. The fuel distribution manifold was opened and showed fuel. Fuel was found in the manifold and the fuel lines to the cylinders. The oil screen was removed and examined. The oil in the screen and drained from the engine crankcase was clean and flowed freely. Some small pieces of metal consistent with aluminum were found in the screen.

The engine's top spark plugs and rocker box covers were removed and the crankshaft was turned to determine continuity and compression. The crankshaft turned freely. All pistons moved properly. The camshaft, push rods, rockers and valves moved properly. Good compression was confirmed. No anomalies were found that would have precluded the engine from producing normal rated power.

Fuel Testing

At APA, an on-airport service company using an avgas truck put seven gallons in the accident airplane and 75 gallons in a Mullicoupe that the pilot was going to fly to Fort Lupton later that day. A Beech Staggerwing was also refueled from the vehicle that provided fuel to the Fokker DR.1, receiving 18 gallons. Fuel samples were taken from the vehicle, the Staggerwing, and the Mullicoupe, and were sent to a fuel testing laboratory in Denver, Colorado, for testing and examination. The tests were conducted on October 9, 2012. The results of the tests indicated that all fuel samples were 100 low lead aviation gasoline, were free of particulates and contaminants, and would combust normally as designed.

Airplane Performance

Another pilot who flies World War I replica airplanes to include the Fokker DR.1 tri-plane, and had flown the accident airplane said that the DR.1 was designed to be unstable to be highly maneuverable as a military fighter airplane. He said the airplane was very pitch sensitive, that the ailerons were okay, and that the rudder was pretty powerful. He did not know what the maximum lift to drag ratio for the airplane was. He said he tried to figure it once and said it was probably somewhere around five-to-one (five feet forward for every one foot down).

He said performance-wise, the 180 horsepower Lycoming engine could get 1,000 foot-per-minute rate-of-climb at sea level with it, in the airplane. The airplane has a very steep descent angle during approach for landing. He said they don’t use airspeed as much as flying attitude on approach because you have to be looking outside of the airplane most of the time, but he figured that on approach, the airplane was flying at 70 to 75 miles per hour. He said at the higher elevation, that speed was probably a couple of miles per hour higher. Because of the drag the airplane produces, it slows fast when transitioning from the descent to the flare for landing. The airplane “probably” touches down around 50 to 55 miles per hour. The airplane climbs at about 65 miles per hour and cruises about 105 miles per hour.

The replica airplane pilot said if you lost an engine, you’d have to push the nose over quite a bit to get your airspeed back. He said you would be surprised how much of a push forward it is to get the nose down. The replica airplanes do stalls and acrobatics. The airplane gives a good stall warning before it stalls. He said that he wouldn’t let it wrap up into a spin. With the small rudder the airplane has, you’d have to get the nose pointed down quick.

The replica airplane pilot said he had flown the accident airplane at least three or four times, both at or near sea level and at the Platte Valley Airport in Ft. Lupton, Colorado. He said that the airplane performed noticeably different at 5,000 feet msl versus sea level.

Density Altitude

Based on the weather conditions and pressure altitude at APA at the time of the accident, the density altitude in the area would have been about 8,250 feet. FAA Pamphlet FAA-P-8740-2 (2008) Density Altitude defines density altitude as pressure altitude corrected for non-standard temperature variations. Density altitude is an indicator of aircraft performance. As density altitude increases, air density decreases resulting in decreased aircraft performance. According to the Koch chart, based on the conditions at the time of the accident, the takeoff distance required to get airborne would have been 150 percent of the normal takeoff distance added to the normal takeoff distance, and the airplane’s rate of climb would have been decreased by 67 percent.


NTSB Identification: CEN12FA572
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 26, 2012 in Parker, CO
Aircraft: EBERLE JOHN S FOKKER DR-1 TRIPLANE, registration: N152RB
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 26, 2012, about 0946 Mountain Daylight Time, a Eberle Fokker DR-1, Triplane, Experimental Amateur-Built airplane, N152RB, was substantially damaged when it departed controlled flight and impacted terrain two miles northeast of Parker, Colorado. The pilot, the sole person on board the airplane was seriously injured. The airplane was registered to and owned by a private individual. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight being operated under the provisions of 14 Code of Federal Regulation Part 91. The local flight originated at Centennial Airport (APA), Englewood, Colorado, about 0941 MDT.

A witness heard the airplane heading toward his house. He and his wife went outside to see the airplane just as it was going over. The airplane was traveling west to east. He said the airplane was yawing to the left as it went over. The witness lost sight of the airplane and went around the house to see the airplane. As he got around the garage, he saw the airplane in a left spiral, about 45 degrees nose down, descending toward the ground. The witness said he lost sight of the airplane when he turned to tell his wife to call 9-1-1. The witness then grabbed a fire extinguisher and went to the accident scene.

The wife said when she saw the airplane it looked like it was drifting south. When she got to her phone to call 9-1-1, she said she could see the airplane on the ground in the field.

Piper PA-32-301T Turbo Saratoga, N588ET: Accident occurred August 25, 2012 in South Lake Tahoe, California

NTSB Identification: WPR12FA369 
 14 CFR Part 91: General Aviation
Accident occurred Saturday, August 25, 2012 in South Lake Tahoe, CA
Probable Cause Approval Date: 05/22/2014
Aircraft: PIPER PA-32-301T, registration: N588ET
Injuries: 5 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

While taxiing to the ramp, the airplane’s engine shut down, and it took the pilots numerous attempts to restart it. After parking, the pilots reported to the attendants that the airplane’s fuel/air mixture was difficult to establish at such a high-density altitude and that, if the engine was operated too lean, its temperature exceeded normal operation parameters. Later that day, the pilots departed in dark night conditions. During the takeoff roll, most of the runway length was used before the airplane began to climb. Several witnesses reported that the  airplane appeared to be having engine problems and, after being airborne for about 3 seconds, it descended into terrain. Additionally, some witnesses reported that the engine sounded as if it was not producing full power and that the ascent seemed labored. The airplane impacted trees located on flat terrain about 2,400 feet from the end of the runway. The main wreckage was consumed by postimpact fire. Examination of the accident site revealed that the right wing impacted a tree in a wings-level attitude. The postaccident examinations revealed no evidence of mechanical anomalies with the airframe or engine that would have precluded normal operation. Although it could not be confirmed, it is likely that the left-seat pilot was the flying pilot and that the right-seat pilot, who owned the airplane and had been consuming alcohol before the flight, was not the pilot-in-command. 

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power for reasons that could not be determined because examinations revealed no evidence of mechanical anomalies with the airframe or engine that would have precluded normal operation and the pilots’ decision to continue the departure in dark night conditions with the engine not producing full power.

HISTORY OF FLIGHT

On August 25, 2012, about 2145 Pacific daylight time, a Piper PA-32-301T Saratoga, N588ET, impacted trees shortly after departing from Lake Tahoe Airport, South Lake Tahoe, California. The right-seated pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations Part 91. The five occupants, which included the right and left-seated private pilots, were fatally injured; the airplane was destroyed. The personal cross-country flight was originating from Lake Tahoe Airport, with a planned destination of Fresno, California. Nighttime visual meteorological conditions prevailed, and no flight plan had been filed.

The occupants had departed Fresno earlier that day and landed at Lake Tahoe Airport. After touchdown, a pilot was in communication with two fixed base operator (FBO) attendants and received directions of where to taxi the airplane. While taxiing to the ramp, the airplane's engine shutdown and it took numerous attempts for the pilots to restart it. Upon parking, the pilots reported to the attendants that the airplane's fuel/air mixture was difficult to establish at such a high density altitude and that if one operates the engine too lean its temperature will exceed normal operation parameters. The pilots indicated that this was their first time of going to the Tahoe airport and he was under the impression that for the accident flight the left-seated pilot was the flying-pilot.

Following dinner, the occupants returned to the airport with the intention of flying back to Fresno, where the airplane was based. One of pilots made a radio transmission on the Common Traffic Advisory Frequency (UNICOM) stating that they were departing runway 36 and making a "straight out over the lake departure and then a crosswind departure to the left." This was the last radio call transmitted.

A review of the recorded security camera footage at the airport revealed that the airplane could be seen in the nighttime conditions by a blinking light. The airplane appeared to depart from runway 36 and near the end of the runway began an ascent. The light appeared to level off and then a flash of light occurs in the area of the accident site.

Numerous witnesses reported hearing the airplane depart and noticed that the engine noise sounded labored, as if it was not producing full power. A Civil Air Patrol Squadron Building was located at the airport where several cadets heard the departure and accident. A few cadets heard three "chirps," that sounded if the tires were touching back on the runway surface after becoming airborne. One cadet stated that one of the pilots showed signs of intoxication and noted that they forgot to turn the beacon on before startup and after takeoff. He observed the airplane become airborne far down the runway and appearing to be having engine problems. The airplane was only in the air about three seconds before descending and crashing into terrain.

PERSONNEL INFORMATION

Right-seated Pilot

A review of the airmen records maintained by the Federal Aviation Administration (FAA) disclosed that the right-seated pilot, age 43, was issued a private pilot certificate with a rating for single-engine land airplanes in October 2007. His most recent third-class medical certificate was issued without limitation on June 20, 2012.

The pilot's personal flight logbooks were not recovered. According to his last application for a medical certificate, he reported a total flight time of 600 hours, 40 of which he accumulated in the 6 months prior to the medical examination. On his application form, the pilot reported that he had previously been convicted of a traffic violation consisting of a Driving Under the Influence (DUI) offense in 1994; he did not note any other convictions or violations.

The right-seated pilot owned the airplane, with the bill of sale showing a purchase date of December 2011. An acquaintance of the pilot stated that he sold him fuel about 1800 on the day of the accident in Fresno. The pilot indicated that he was going to fly to Tahoe for dinner. He recalled a recent conversation he had with the pilot when he advised him to lean the airplane's engine while operating on the ground while at high-elevation airports. He speculated that the pilot may have followed his advice, but then failed to enrich the mixture prior to departure.

Second Pilot

According to the FAA airmen records, the left-seated pilot, age 60, held a private pilot certificate with an airplane rating for single-engine land. His most recent third-class medical certificate was issued March 28, 2011 with the restriction that he must wear corrective lenses.

The left-seated pilot's personal flight records were not recovered. On his last application for a medical certificate, he reported a total flight time of 1,025 hours, of which 37 hours were accumulated in the last six months.

Passenger information

The passengers included the pilots' spouses and the right-seated pilots' six-year old daughter. Neither of the spouses were certificated pilots.

AIRCRAFT INFORMATION

The Piper PA-32-301T, serial number (s/n) 32-8024044, was manufactured in 1980. A review of the logbooks revealed that the most recent annual inspection of the airframe and engine was performed on September 14, 2011 at a total time of 3,380.76 hours,

The powerplant, a Lycoming Engines TIO-540-S1AD, s/n L5741-61A, was last overhauled in November 2007, equating to 212.76 operational hours before the last annual inspection. The maintenance records listed the last maintenance as occurring on February 14, 2012, at which time the following items were replaced: the vacuum pump, oil filter, co-pilot seat linkage rod, and battery. The propeller, installed in November 2007 under a supplemental type certificate (STC), was a MT-Propeller MTV-9-B (s/n 070165) composite 3-bladed propeller.

A review of the airplane's history revealed that it had been involved in an accident (MIA05LA070) in April 2006 causing substantial damage to the aircraft. The probable cause was determined to be a result of the pilot losing directional control during a crosswind landing.

According to the Lycoming Engines Illustrated Parts Catalog (IPC) PC 315-5, Section 2, page 2-5, the fuel pump installed on the engine was incorrect. The fuel pump listed for this engine model was RG-9570-P and a review of the engine logbook indicated that an RG9080J6A (s/n D-2570) had been installed at the overhaul dated October 17, 1991. The approval basis for the installation of this fuel pump was not documented in the record and could therefore not be determined. Additionally, there was no record indicating when the originally installed fuel pump was removed and the current one was installed.

Weight and Balance

Weight and balance computations were made for the accident takeoff and based on the airplane's empty weight, total moment, and center of gravity that were obtained from the maintenance records. The takeoff condition was calculated for a full fuel tank condition based on the FBO personnel statements and fuel receipts showing the addition of 32.3 gallons, which topped off the tanks with full fuel (total fuel capacity was 107 gallons, of which 5 gallons was unusable). The occupant weights and seating positions were obtained from the Department of Coroner, Sacramento, California and based on their self-reported driver's license weights; the child's weight was estimated. The detailed computations are appended to this report.

For the takeoff condition, the gross weight was about 3,557 pounds and the center of gravity was 91.78-inches. The maximum authorized gross takeoff weight was 3,600 pounds with the center of gravity range at that weight between 90 and 95 inches forward and aft, respectively.

Review of the Piper Aircraft Corporation Pilot's Operating Handbook (POH) for the airplane disclosed that with the flaps in the retracted position, at the maximum gross weight, the takeoff distance required over a 50-foot obstacle at maximum effort was just less than 3,000 feet.

METEOROLOGICAL INFORMATION

A routine aviation weather report (METAR) generated by an Automated Surface Observation System (ASOS) at the airport, indicated that about 10 minutes after the accident the conditions were as follows: wind was from 200 degrees at 3 knots; temperature 16-degrees Celsius; dew point 3-degrees Celsius; sky clear; and altimeter 30.08 inHg. These conditions equate to a density altitude of 7,751 feet.

According to the U.S. Naval Observatory, on the night of the accident, the time of sunset was 1940. At the time of the accident, the moon was waxing gibbous with 64-percent of the visible disk illuminated -1.61 degrees below the horizon on an azimuth of 285 degrees.

AIRPORT INFORMATION

The Airport/ Facility Directory (AFD), indicated that the Lake Tahoe Airport (TVL) runway 36 was about 8,540 feet long and 100 feet wide. The runway surface was composed of asphalt. The airport elevation was 6.269 feet msl. The uncontrolled airport was situated in class "E" airspace. In the remarks section of the AFD was a note "345 ft. trees, 5700 ft. from runway, 500 ft. right of centerline, 15:1 slope to clear."

The airport was situated in the valley on the south shore of the lake, with the departure end of the runway about 2.5 nautical miles south of the shoreline. The mountain peaks and ridges that surrounded the valley rose to elevations in excess of 9,900 feet msl.

WRECKAGE AND IMPACT

The accident site was located in high shrub about 0.43 nautical mile (nm) from the departure end of runway 36 on a heading of 359 degrees. In character, the terrain was flat, and populated by scattered mature large bush that bordered the north-south oriented creek adjacent to the site. The main wreckage was located at an estimated 38 degrees 54.75 minutes north latitude and -119 degrees 59.533 minutes west longitude, and at an elevation of about 6,255 feet msl.

The main wreckage, consisting of the engine and remains of the fuselage, came to rest inverted in tall brush and had burned the terrain in the surrounding 5 to 10 feet. The wreckage was consumed by post-impact fire and a majority of the wings and skin panels were molten metal and ash. The front of the airplane (nose section) was measured to be pointed to a magnetic bearing of about 160 degrees.

The first identified impact point consisted of broken trees located about 260 feet south of the main wreckage, where a 3.5-foot section of the right outboard wing (near the aileron pivot) was entangled in the branches. The inboard area of that wing was deformed aft about 2 feet 2 inches from the leading edge creating an accordion appearance, with the aluminum skin folded over on itself. This u-shaped divot that was about 1 foot and 5 inches in diameter and still had a portion of upper skin attached. The right aileron was located in an adjacent tree. Additionally, there was about a 1 foot section of the right side outboard stabilator found along the debris trail.

The impact created a 5-foot long crater-like depression about 20 feet prior to the main wreckage, the crater was consistent in size and orientation of the fuselage. The main wreckage was found on a heading of about 020 degrees from that disturbance, consistent with the airplane traveling in that direction and colliding into terrain before flipping over inverted.


MEDICAL AND PATHOLOGICAL INFORMATION


The Department of Coroner Sacramento completed autopsies on both pilots. The FAA Toxicology and Accident Research Laboratory performed toxicological testing on their specimens.


The results of analysis of the right-pilot's specimens revealed the following:

>> 33 (mg/dL, mg/hg) Ethanol detected in Blood (heart)

>> 54 (mg/dL, mg/hg) Ethanol detected in Vitreous
>> 41 (mg/dL, mg/hg) Ethanol detected in Brain
>> 40 (mg/dL, mg/hg) Ethanol detected in Urine
>> 37 (mg/dL, mg/hg) Ethanol detected in Muscle

The results of analysis of the left-pilot's specimens were negative for carbon monoxide, cyanide, and ethanol.


TESTS AND RESEARCH


Following the on-site investigation an additional examination of the wreckage was conducted on August 28, 2012, at the facilities of Plain Parts, Sacramento, California. Present to the examination was a Safety Board investigator, as well as representatives from both Piper Aircraft and Textron Lycoming.


Airframe


The left wing and its respective control surfaces were mostly consumed by post impact fire. The left main landing gear, wingtip, and several pieces of skin were located at the main wreckage and remained with remnants of the main spar. The aileron control cable was secure to the bellcrank and continuous to the control wheel chain. The balance cable was secure to the bellcrank attach point and continuous to the right side aileron bellcrank. The left fuel filler cap was found in the skin pieces and observed to be secured in place.


The inboard portion of the right wing was consumed in the post impact fire. The right main landing gear structure remained with a portion of the main spar. Both the aileron control cable and the balance cable were secure to the bellcrank. The control cable was continuous and secure to the control wheel chain. The balance cable was continuous and secure to the left bellcrank. The right fuel filler cap was found in the skin pieces and observed to be secured in place.


The flap torque tube was loose in the wreckage, with the surrounding structure having been consumed by fire. The flap handle was positioned between the fully retracted position and first notch (10-degree) setting.

A majority of the empennage was consumed in the post impact fire. The remaining parts of the empennage were manufactured from steel and included the lower rudder bellcrank hinge point (with stop bolts), one stabilator hinge (with stop bolts) and the control cables. Both rudder cables were secure to the rudder bellcrank and continuous to the rudder pedals in the cockpit. Both the stabilator cables were secure to the balance tube and continuous to the control wheel T-bar in the cockpit. The stabilator pitch trim drum showed a nine-thread upper extension, which according to the Piper representative was consistent with a position of about a 3-degree nose-up trim.


Removal of the fuel selector revealed that it was positioned on the left main fuel tank. The remainder of the fuel system had been consumed by fire. The instruments and radios were destroyed by impact and fire and provided no useful information.


Engine


An external visual examination of the engine revealed that it remained attached to the engine mounts. The engine case and accessories sustained deformation from a combination of impact energy forces and being subjected to the post impact ground fire. There was no evidence of pre impact catastrophic mechanical malfunction or fire.


The top spark plugs were removed; no mechanical damage was noted and the electrodes and posts exhibited a light ash gray coloration, which corresponds to normal operation according to the Champion Aviation Check-A-Plug AV-27 Chart.; the upper No.2 plug had a light film of oil, which is consistent with the engine coming to rest inverted.


The ignition harnesses were consumed by fire, but appeared to have been attached from both magnetos and their respective spark plugs. The single drive dual magneto was found securely clamped at the mounting pad and had been subjected to fire. The magneto sustained varying degrees of damage that rendered the unit inoperative and therefore, could not be functionally tested.


The crankshaft was rotated by hand utilizing the propeller. The crankshaft was free and easy to rotate in both directions. "Thumb" compression was observed in proper order on all six cylinders. The complete valve train was observed to operate in proper order, and appeared to be free of any pre-mishap mechanical malfunction. Normal "lift action" was observed at each rocker assembly. Clean, uncontaminated oil was observed at all six rockerbox areas. Mechanical continuity was established throughout the rotating group, valve train and accessory section during hand rotation of the crankshaft.


The cylinder assemblies were removed, examined and photographed. The cylinder(s) combustion chamber and barrels remained mechanically undamaged, and there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed. The pistons were intact. The ring assemblies at each piston were intact and free to rotate within their respective ring land. According to the Lycoming representative, the gas path and combustion signatures observed at the spark plugs, combustion chambers and exhaust system components displayed coloration consistent with normal operation. There was no oil residue observed in the exhaust system gas path. The exhaust system was found free of obstructions.

The vacuum pump, mounted on the accessory case, remained affixed to its respective flange. The drive coupler was melted due to thermal effect. The rotor/vanes were undamaged when opened for examination. The oil suction screen was found secure and uncontaminated by any pre-mishap debris. The oil filter was destroyed by fire. There was no evidence observed of any pre-mishap lubrication system contamination found during the examination.


The turbocharger system components remained secure at their respective mountings and had sustained varying degrees of thermal effect damage resulting from the post impact ground fire. The turbocharger compressor and turbine impellers remained intact and undamaged. The turbine was free to hand rotate. The turbocharger was disassembled and remained free of pre-impact anomalies. Each exhaust system clamp was secure at each location. The exhaust bypass butterfly valve remained intact and undamaged.


All engine compartment fuel lines were found to be in place and secure at their respective fitting of each fuel system component. Each fuel system component sustained some degree of thermal effect damage that rendered them unsuitable for testing. The fuel injection servo remained securely attached at the mounting pad of the plenum. The fuel servo had sustained moderate thermal effect damage resulting from the post impact fire.


The throttle and mixture control cables were found securely attached at their respective control arms on the servo. The servo fuel inlet screen was found properly installed and free of contamination. The fuel injection servo and induction system were examined and observed to be free of obstruction. The fuel injection nozzles remained secure at each cylinder with the respective fuel line attached. The fuel pump, part number RG9080J6A/X, s/n B-551, was attached to the engine at the mounting pad. The fuel lines remained secure at their respective fittings. Removal and disassembly of the fuel pump revealed that it remained free of internal mechanical malfunction and obstruction to flow.


Propeller


The propeller was a MT-propeller Model MTV9-B, s/n 070165 installed by STC SA02695CH. The hub was secure to the engine. The composite/wooden three bladed constant speed propeller hub remained attached at the crankshaft flange. The composite/wooden propeller blades remained secure within their respective hub sockets. The propeller blades had been fractured/splintered leaving approximately 8 inches of blade remaining at each location. The detached blade sections were consumed in the post impact ground fire.


The propeller governor, a Hartzell F-4-11BZ (s/n D974UJ) was securely attached at the mounting pad with the pitch control rod securely attached at the control wheel. The governor was removed for examination. The drive was intact and freely rotated by hand. The gasket screen was free of visible contamination. The governor was disassembled.


There was no evidence of pre-impact mechanical malfunctions or failures found during the examination of the airplane that would have precluded normal operation.


http://registry.faa.gov/aircraftinquiry/N588ET  

NTSB Identification: WPR12FA369
 14 CFR Part 91: General Aviation
Accident occurred Saturday, August 25, 2012 in South Lake Tahoe, CA
Aircraft: PIPER PA-32-301T, registration: N588ET
Injuries: 5 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On August 25, 2012, about 2145 Pacific daylight time, a Piper PA-32-301T Saratoga, N558ET, impacted trees shortly after departing from Lake Tahoe Airport, South Lake Tahoe, California. The right-seated pilot was operating the airplane under the provisions of 14 Code of Federal Regulations Part 91. The five occupants, which included the right and left-seated private pilots, were fatally injured; the airplane sustained substantial damage. The personal cross-country flight was originating from Lake Tahoe Airport, with a planned destination of Fresno, California. Nighttime visual meteorological conditions prevailed, and no flight plan had been filed.

The occupants departed Fresno earlier that day and landed at Lake Tahoe Airport. After touchdown, a pilot was in communication with two fixed base operator (FBO) attendants and received directions of where to taxi the airplane. While taxiing to the ramp, the airplane’s engine shutdown and it took numerous attempts for the pilots to restart it. Upon parking, the pilots reported to the attendants that the airplane’s fuel/air mixture was difficult to establish at such a high density altitude and that if you operate the engine too lean its temperature will exceed normal operation parameters.

Following dinner, the occupants returned to the airport with the intention of flying back to Fresno, where the airplane was based. One of pilots made a radio transmission on the Common Traffic Advisory Frequency (UNICOM) stating that they were departing runway 36 and making a “straight out over the lake departure and then a crosswind departure to the left.”

A review of the recorded security camera footage at the airport revealed that the airplane could be seen in the nighttime conditions by a blinking light. The airplane appeared to depart from runway 36 and near the end of the runway began an ascent. The light appeared to level off and then a flash of light occurs in the area of the accident site.

Numerous witnesses reported hearing the airplane depart and noticed that the engine noise sounded labored, as if it was not producing full power. The airplane impacted trees located about 0.43 nautical miles (nm) north of the departure end of runway 36 and came to rest about 300 feet further north.


IDENTIFICATION
  Regis#: 588ET        Make/Model: PA32      Description: PA-32 Cherokee Six, Six, Saratoga, Turbo
  Date: 08/26/2012     Time: 0445

  Event Type: Accident   Highest Injury: Fatal     Mid Air: N    Missing: N
  Damage: Destroyed

LOCATION
  City: SOUTH LAKE TAHOE   State: CA   Country: US

DESCRIPTION
  AIRCRAFT CRASHED INTO A WOODED AREA SHORTLY AFTER DEPARTURE, THE 5 PERSONS 
  ON BOARD WERE FATALLY INJURED, NEAR SOUTH LAKE TAHOE, CA

INJURY DATA      Total Fatal:   5
                 # Crew:   1     Fat:   1     Ser:   0     Min:   0     Unk:    
                 # Pass:   4     Fat:   4     Ser:   0     Min:   0     Unk:    
                 # Grnd:         Fat:   0     Ser:   0     Min:   0     Unk:    


OTHER DATA
  Activity: Unknown      Phase: Unknown      Operation: OTHER


  FAA FSDO: SACRAMENTO, CA  (WP25)                Entry date: 08/27/2012 



 Harold and Kin Cardwell sadly died in the plane crash on Saturday night

A 1-acre circular area burned after a plane crashed Aug. 25 after taking off from Lake Tahoe Airport. Photo/Claire Fortier

 
The pilot was unable to gain altitude after take-off. 
Photo/Claire Fortier



Horror as birthday celebration ends with five people dying in Lake Tahoe plane crash

Five people from Fresno who were in South Lake Tahoe for a birthday celebration died Saturday when their plane sputtered and then nosedived into a field just after taking off at 9:45pm.

Francisco de la Mora, who owned the Piper Cherokee, was piloting the single-engine fixed wing craft. Shannon D. Fleck is the other person the plane is registered to.

With de la Mora were his wife, their 5-year-old daughter, and Harold and Kin Cardwell. The plane could seat seven. De la Mora owned JDM Transport, a trucking company, in Fresno. Harold Cardwell was an insurance agent. Information about the victims is still not complete.

“I’m sure he was flying right-hand on this plane,” Stephen Buxton told Lake Tahoe News of Harold Cardwell. “He was an incredible pilot. I’ve flown many times with him. He is the one who taught me to fly.”

Buxton had known the 60-year-old Cardwell for more than 30 years. They met in church. While Buxton is now a pastor in the San Diego area, he never ministered to Cardwell. But Cardwell, who owned an Allstate Insurance franchise in the Fresno area, was Buxton’s agent for several decades.

According to Buxton, two adult daughters from a previous marriage survive Cardwell.

“He was a great guy. He was easy to love,” Buxton said. “I’m going to miss him and I know his kids are going to miss him.”

Officials from Mountain West Aviation, which runs the plane operations at the local airport, told investigators the Piper landed Aug. 25 at the South Lake Tahoe airport for a few hours and that the occupants requested a taxi. No gas or other services were requested.

Read more:   http://www.laketahoenews.net


 A small, single-engine plane crashed shortly after takeoff from the airport on Lake Tahoe's south shore, killing the five people on board who were celebrating a birthday.

The single-engine plane burst into flames upon impact late Saturday night in a wooded area near South Lake Tahoe, California, El Dorado County sheriff's Lt. Pete Van Arnum said. The crash started a one-acre fire that took more than 90 minutes to put out, he said.

The aircraft is registered to Francisco J. Delamora, of Fresno, California, who is owner of Jdm Transport Inc., a trucking company, said Jose Lopez, a company dispatcher.

Delamora, who was piloting the plane, had taken a 'personal trip' to Lake Tahoe on Saturday with his wife, Lorena, a seven-year-old daughter and his friends Harold and Kin Cardwell. He had planned to return the same day, Lopez said.

'We're waiting to hear from the FAA,' said Lopez, who has worked for the company 11 years. He declined further comment.

Much of the wreckage was destroyed by the fire, making identification of the plane and victims difficult, Arnum said. Authorities wouldn't release any information about the victims until positive identifications have been made, he said.

But friend of the Cardwells confirmed to Lake Tahoe News that Harold and Kin had tragically passed.



 SOUTH LAKE TAHOE (CBS13) – The Federal Aviation Administration and National Transportation Safety Board officials are investigating the crash of a small plane after it took off from Lake Tahoe Airport. 

 The small plane crashed shortly after takeoff on Saturday around 9:45 p.m.

The crash ignited a one acre fire in a meadow near the airport close to Winnemucca Avenue, but was quickly extinguished.

Investigators are searching for clues for what caused the crash of a small plane after it took off from Lake Tahoe Airport. 



Witnesses report the plane had apparent engine problems and was seen dipping downward into the ground while attempting to turn.

The FAA reports multiple casualties and no survivors of the crash.

“Our hearts go out to the families of those that perished in this tragic accident. Thanks to the quick and cooperative efforts by multiple agencies; the fire caused by this crash was put out quickly,” said Mayor Claire Fortier.

The names of victims are not being released until families have been notified. 


Read more:    http://sacramento.cbslocal.com

Plane crashes in South Lake Tahoe meadow, authorities presume there are no survivors 
Read more here:  http://www.ksee24.com
Friends of the victims say the couple from Fresno was flying back from a party with another couple on board. 
SOUTH LAKE TAHOE, Cal. (KRNV & MyNews4.com) - El Dorado County authorities say they received reports around 9:48 p.m. on Saturday of a small plane crash in a meadow just east of Winnemucca Road in South Lake Tahoe
El Dorado County Lt. Pete Vanarnum tells News 4 witnesses say they heard a plane having engine trouble.

“Some witnesses saw it attempt to turn, and then dip, and then crashed,” Lt. Vanarnum says.Witnesses told authorities the plane burst into flames on impact.

The plane was burned so badly emergency crews could not identify the size of the plane and how many people were on board.

Lt. Vanarnum says the plane fire started a fire in the surrounding trees and grass.

It took emergency crews an hour and a half to extinguish the fire and it burned about a half of an acre.

Michael Frates was witness and tells News 4 at least 100 people arrived on scene after the crash, but the fire was so large there was nothing anyone could do.

Frates described it as a helpless and heartbreaking feeling.

According to Lt. Vanarnum authorities checked with the Lake Tahoe Airport and no one who filed a flight plan is missing.

He says the airport is no longer controlled by tower so planes can come and go when they want to.

Lt. Vanarnum says there is a possibility, but do not know if the airplane was connected to the 2012 Lake in the Sky Air Show that was at the airport this weekend.

He says the air show finished hours before the plane crashed.

Local emergency crews have cleared the scene.

El Dorado County dispatch tell News 4 the investigation is now in the hands of the Federal Aviation Administration and the National Transportation Safety Board.